|
Post by on Apr 19, 2024 10:25:40 GMT
Hoe are they getting on with the Brinklow cutting landslip?
|
|
|
Post by dogless on Apr 19, 2024 10:28:44 GMT
Still no news Admiral Rog
|
|
|
Post by dogless on Apr 23, 2024 11:24:32 GMT
Been through Newbold tunnel there and back again this morning.
A C&RT guy supervising volunteers doing towpath works told me Easenhall WILL be open 18 May although the works won't be completed.
It's planned to open a channel for passage for an hour in each direction.
Rog
|
|
|
Post by Mr Stabby on Apr 23, 2024 11:49:33 GMT
They should have got Tony, Sid and Bert to do it.
|
|
|
Post by on Apr 23, 2024 21:01:28 GMT
Helicopters would help. Sikorsky with loads of blades. Telemachus will know about this. Use them to lift the earth away.
|
|
|
Post by dogless on May 7, 2024 19:56:27 GMT
For those interested here's an update today courtesy of a vlogger in association with C&RT.
Good views of the work whether you skim through or watch the whole thing (about 15 mins)
Rog
|
|
|
Post by ianali on May 8, 2024 5:35:20 GMT
For those interested here's an update today courtesy of a vlogger in association with C&RT. Good views of the work whether you skim through or watch the whole thing (about 15 mins) Rog Seem to be on schedule for the 18th, 🤞. Thanks for posting. We have delayed our longer cruise to hang around for this to open. Has made a change to mess around locally, been fun actually. Also has allowed us to attend a few bike and car meets. Caught up with quite a few old friends. Change is as good as a rest I hear.
|
|
|
Post by Tony Dunkley on May 8, 2024 17:36:18 GMT
Anyone like to take a guess at how long it will be, . . or at what point in this ridiculously expensive mega-farce, . . before the ground and all those leaning oversize trees either side of the existing slip, come sliding down the cutting side, and add to what's there already ?
This (below), first published on 24 February 2024, is how this relatively minor landslip should, and would, have been dealt with by a competent fit for purpose navigation authority.
____________________________________________________________________________________________________________
Brinklow Slip
- or - How to turn a comparatively minor occurrence into a major long-term stoppage
Landslips of similar proportions to the current one in the Brinklow Cutting have been commonplace, in my personal experience and to my knowledge, for at least the last 60 years. Less so the further back in time you go, . . mainly because the trees were smaller back then, and so applied less rotating/slipping force to the areas of the cutting sides around the roots.
C&RT, and their equally clueless contractors, are setting about this landslip with their customary long drawn out song and dance methods, and making some very serious mistakes over getting the canal open to boat traffic again following this relatively minor, and if you know how, comparatively easy to deal with landslip.
In the days when the North Oxford still saw regular commercial traffic, . . and was maintained and run by British Waterways, an organisation with many of its own shortcomings, but a bit more akin to a real navigation authority than the clowns in charge these days, . . a slip such as the present one in Brinklow Cutting would generally delay traffic for no more than around half a day at most.
There's a right way and a wrong way to deal with slips like this present one in the Brinklow Cutting. A lot of useful lessons in doing it the right way were learned from mistakes made with the Saddington Slip many years ago, . . which, going from what I recall being told, from the early 1960's through to the early 1970's, by other working and ex-boatmen, BWB lengthsmen, other British Waterways company men, the two BWB Section/Length Foremen, and BWB's Leicester Section Inspector, Matt Mortimer, . . first began causing really serious recurring problems in the late 1930's or early 1940's.
Removing too much slip material/spoil from the navigation channel at the site of a landslip too soon after the slip, combined with also removing the main trunks and root systems from where they all finish up immediately after a slip, is a really big mistake, . . and is almost certain to lead to further slippage and movement.
The weight/mass of the main parts of the fallen trees must, initially, be moved out of the way and is repositioned only as much as is absolutely necessary, ie. only what is needed in order to open up a temporary minimal width and depth navigation channel past the slip site.
Leaving as much as possible of the slip material/spoil, . . plus most of the weight/bulk of the fallen trees, all in situ at first, has the beneficial effect of allowing the slip to naturally stabilize itself to the greatest possible extent, . . whilst navigation resumes via a short length of minimal depth/width channel through the slip site.
This way of dealing with slips such as this leaves the whole site/area still in a mess that all needs clearing up afterwards, . . but it works, it's practical, it's proven and above all, it's safe, both for those working on site, and the boats and the people aboard passing through after re-opening, . . and it gets the navigation open again in a matter of hours. The cutting up and removal of the trees already done in Brinklow Cutting is absolutely the wrong way to go about this. All that has been achieved by what's been done so far, and what is proposed next, is to turn the possibility of further slippage at the same spot into what amounts to almost an absolute certainty.
What should, and what WOULD, be happening under a responsible and competent navigation authority, is that the navigation is re-opened by the means described above, with appropriate signage clearly warning of the serious ground instability throughout the whole length of the cutting, . . and the consequential very high risk of further similar slips occuring, at ANY time and without ANY warning. An urgent program of work to reduce or eliminate the massive destabilizing forces from the trees on the sides of the cutting by means of extensive lopping, or removal of all the largest/heaviest overhanging trees along the whole length of the cutting, MUST then commence as a matter of urgency, and without any delay whatsoever.
Pleasure boaters who use, have used, or intend to use the North Oxford in the future should NOT be under any illusions. Years of joint BWB/C&RT neglect of essential tree maintenance, lopping, and growth/size control, has left Brinklow Cutting in a very dangerous state, . . along its entire length. With the high number of neglected and now very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal, and the permanently wet unstable ground they're all standing and growing in, . . it is potentially a very dangerous place to be, whether walking through or boating through, . . irrespective of how much recent rainfall there may or may not have been.
If nothing is done about all the oversized, overhanging trees that haven't yet fallen across the cutting, but could do without warning at any time, they're just going to keep coming down, . . and bringing more sizeable, potentially very dangerous, landslips full of yet more honking great overgrown trees down with them.
The navigation should have been re-opened to boat traffic in the way described above, . . moving and clearing the absolute minimum of slip material and tree debris from only the navigation channel itself. Everything on the towpath should have been left temporarily undisturbed, . . left to settle and stabilise itself, to whatever extent it can, under the influence of gravity, and its own bulk/mass and natural tendency to inertia.
Priority MUST then be given over immediately to - as referred to above - lopping and/or felling, as necessary, all of those very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal. They are all standing and growing in permanently wet unstable ground, and any or all of them could start moving at any time, without warning, triggering more landslips when they do.
C&RT is NOT going about this with the right way, or getting its priorities right. The primary objective, after re-opening the canal, with the absolute minimal width and depth of navigation channel passing through the slip site, should, and MUST, be the prevention of further landslips, . . NOT the cosmetic clearing and tidying up of this one, . . or re-opening the towpath, . . or dredging the canal in the cutting and the navigation channel back to its full width and depth.
|
|
|
Post by on May 8, 2024 18:35:38 GMT
For those interested here's an update today courtesy of a vlogger in association with C&RT. Good views of the work whether you skim through or watch the whole thing (about 15 mins) Rog Seem to be on schedule for the 18th, 🤞. Thanks for posting. We have delayed our longer cruise to hang around for this to open. Has made a change to mess around locally, been fun actually. Also has allowed us to attend a few bike and car meets. Caught up with quite a few old friends. Change is as good as a rest I hear. That's all very well for Easen Hall cutting but are there any updates for the Brinklow cutting landslip?
|
|
|
Post by dogless on May 8, 2024 19:22:02 GMT
Looking at that video I think they have plenty enough to do at Easenhall 😁
I know nothing about civil engineering but there's been a massive amount of terracing work done in preparation to clear the blockage and stabilise the banking ... I guess this was essential or it wouldn't have been undertaken.
Maybe two men with shovels wasn't the answer.
Rog
|
|
|
Post by Tony Dunkley on May 8, 2024 19:56:14 GMT
Anyone like to take a guess at how long it will be, . . or at what point in this ridiculously expensive mega-farce, . . before the ground and all those leaning oversize trees either side of the existing slip, come sliding down the cutting side, and add to what's there already ?
This (below), first published on 24 February 2024, is how this relatively minor landslip should, and would, have been dealt with by a competent fit for purpose navigation authority.________________________________________________________________________________________________________ Brinklow Slip
- or - How to turn a comparatively minor occurrence into a major long-term stoppageLandslips of similar proportions to the current one in the Brinklow Cutting have been commonplace, in my personal experience and to my knowledge, for at least the last 60 years. Less so the further back in time you go, . . mainly because the trees were smaller back then, and so applied less rotating/slipping force to the areas of the cutting sides around the roots. C&RT, and their equally clueless contractors, are setting about this landslip with their customary long drawn out song and dance methods, and making some very serious mistakes over getting the canal open to boat traffic again following this relatively minor, and if you know how, comparatively easy to deal with landslip. In the days when the North Oxford still saw regular commercial traffic, . . and was maintained and run by British Waterways, an organisation with many of its own shortcomings, but a bit more akin to a real navigation authority than the clowns in charge these days, . . a slip such as the present one in Brinklow Cutting would generally delay traffic for no more than around half a day at most. There's a right way and a wrong way to deal with slips like this present one in the Brinklow Cutting. A lot of useful lessons in doing it the right way were learned from mistakes made with the Saddington Slip many years ago, . . which, going from what I recall being told, from the early 1960's through to the early 1970's, by other working and ex-boatmen, BWB lengthsmen, other British Waterways company men, the two BWB Section/Length Foremen, and BWB's Leicester Section Inspector, Matt Mortimer, . . first began causing really serious recurring problems in the late 1930's or early 1940's.
Removing too much slip material/spoil from the navigation channel at the site of a landslip too soon after the slip, combined with also removing the main trunks and root systems from where they all finish up immediately after a slip, is a really big mistake, . . and is almost certain to lead to further slippage and movement.
The weight/mass of the main parts of the fallen trees must, initially, be moved out of the way and is repositioned only as much as is absolutely necessary, ie. only what is needed in order to open up a temporary minimal width and depth navigation channel past the slip site.
Leaving as much as possible of the slip material/spoil, . . plus most of the weight/bulk of the fallen trees, all in situ at first, has the beneficial effect of allowing the slip to naturally stabilize itself to the greatest possible extent, . . whilst navigation resumes via a short length of minimal depth/width channel through the slip site.
This way of dealing with slips such as this leaves the whole site/area still in a mess that all needs clearing up afterwards, . . but it works, it's practical, it's proven and above all, it's safe, both for those working on site, and the boats and the people aboard passing through after re-opening, . . and it gets the navigation open again in a matter of hours. The cutting up and removal of the trees already done in Brinklow Cutting is absolutely the wrong way to go about this. All that has been achieved by what's been done so far, and what is proposed next, is to turn the possibility of further slippage at the same spot into what amounts to almost an absolute certainty.What should, and what WOULD, be happening under a responsible and competent navigation authority, is that the navigation is re-opened by the means described above, with appropriate signage clearly warning of the serious ground instability throughout the whole length of the cutting, . . and the consequential very high risk of further similar slips occuring, at ANY time and without ANY warning. An urgent program of work to reduce or eliminate the massive destabilizing forces from the trees on the sides of the cutting by means of extensive lopping, or removal of all the largest/heaviest overhanging trees along the whole length of the cutting, MUST then commence as a matter of urgency, and without any delay whatsoever. Pleasure boaters who use, have used, or intend to use the North Oxford in the future should NOT be under any illusions. Years of joint BWB/C&RT neglect of essential tree maintenance, lopping, and growth/size control, has left Brinklow Cutting in a very dangerous state, . . along its entire length. With the high number of neglected and now very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal, and the permanently wet unstable ground they're all standing and growing in, . . it is potentially a very dangerous place to be, whether walking through or boating through, . . irrespective of how much recent rainfall there may or may not have been. If nothing is done about all the oversized, overhanging trees that haven't yet fallen across the cutting, but could do without warning at any time, they're just going to keep coming down, . . and bringing more sizeable, potentially very dangerous, landslips full of yet more honking great overgrown trees down with them.
The navigation should have been re-opened to boat traffic in the way described above, . . moving and clearing the absolute minimum of slip material and tree debris from only the navigation channel itself. Everything on the towpath should have been left temporarily undisturbed, . . left to settle and stabilise itself, to whatever extent it can, under the influence of gravity, and its own bulk/mass and natural tendency to inertia.
Priority MUST then be given over immediately to - as referred to above - lopping and/or felling, as necessary, all of those very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal. They are all standing and growing in permanently wet unstable ground, and any or all of them could start moving at any time, without warning, triggering more landslips when they do.The C&RT clowns responsible for sorting out this relatively minor slip are NOT going about it the right way, or getting the priorities right. The primary objective, after re-opening the canal, with the absolute minimal width and depth of navigation channel passing through the slip site, should, and MUST, be the prevention of further landslips, . . NOT the cosmetic clearing and tidying up of this one, . . or re-opening the towpath, . . or dredging the canal in the cutting and the navigation channel back to its full width and depth. Three months farting about, . . at God knows what cost, . . canal still closed to navigation, and with nothing done about all the overhanging oversize trees that have been left and allowed to grow out of control, . . another landslip nearby probably imminent. Another prime example of C&RT's spectacular corporate dishonesty, megalomania, and overall bungling incompetence can be found via this link to another post in another TB topic/thread :- thunderboat.boards.net/post/397230/thread
|
|
|
Post by Aloysius on May 8, 2024 21:49:07 GMT
Maybe two men with shovels wasn't the answer. How very dare you
|
|
|
Post by Tony Dunkley on May 9, 2024 17:30:57 GMT
Anyone like to take a guess at how long it will be, . . or at what point in this ridiculously expensive mega-farce, . . before the ground and all those leaning oversize trees either side of the existing slip, come sliding down the cutting side, and add to what's there already ?
This (below), first published on 24 February 2024, is how this relatively minor landslip should, and would, have been dealt with by a competent fit for purpose navigation authority.________________________________________________________________________________________________________ Brinklow Slip
- or - How to turn a comparatively minor occurrence into a major long-term stoppageLandslips of similar proportions to the current one in the Brinklow Cutting have been commonplace, in my personal experience and to my knowledge, for at least the last 60 years. Less so the further back in time you go, . . mainly because the trees were smaller back then, and so applied less rotating/slipping force to the areas of the cutting sides around the roots. C&RT, and their equally clueless contractors, are setting about this landslip with their customary long drawn out song and dance methods, and making some very serious mistakes over getting the canal open to boat traffic again following this relatively minor, and if you know how, comparatively easy to deal with landslip. In the days when the North Oxford still saw regular commercial traffic, . . and was maintained and run by British Waterways, an organisation with many of its own shortcomings, but a bit more akin to a real navigation authority than the clowns in charge these days, . . a slip such as the present one in Brinklow Cutting would generally delay traffic for no more than around half a day at most. There's a right way and a wrong way to deal with slips like this present one in the Brinklow Cutting. A lot of useful lessons in doing it the right way were learned from mistakes made with the Saddington Slip many years ago, . . which, going from what I recall being told, from the early 1960's through to the early 1970's, by other working and ex-boatmen, BWB lengthsmen, other British Waterways company men, the two BWB Section/Length Foremen, and BWB's Leicester Section Inspector, Matt Mortimer, . . first began causing really serious recurring problems in the late 1930's or early 1940's.
Removing too much slip material/spoil from the navigation channel at the site of a landslip too soon after the slip, combined with also removing the main trunks and root systems from where they all finish up immediately after a slip, is a really big mistake, . . and is almost certain to lead to further slippage and movement.
The weight/mass of the main parts of the fallen trees must, initially, be moved out of the way and is repositioned only as much as is absolutely necessary, ie. only what is needed in order to open up a temporary minimal width and depth navigation channel past the slip site.
Leaving as much as possible of the slip material/spoil, . . plus most of the weight/bulk of the fallen trees, all in situ at first, has the beneficial effect of allowing the slip to naturally stabilize itself to the greatest possible extent, . . whilst navigation resumes via a short length of minimal depth/width channel through the slip site.
This way of dealing with slips such as this leaves the whole site/area still in a mess that all needs clearing up afterwards, . . but it works, it's practical, it's proven and above all, it's safe, both for those working on site, and the boats and the people aboard passing through after re-opening, . . and it gets the navigation open again in a matter of hours. The cutting up and removal of the trees already done in Brinklow Cutting is absolutely the wrong way to go about this. All that has been achieved by what's been done so far, and what is proposed next, is to turn the possibility of further slippage at the same spot into what amounts to almost an absolute certainty.What should, and what WOULD, be happening under a responsible and competent navigation authority, is that the navigation is re-opened by the means described above, with appropriate signage clearly warning of the serious ground instability throughout the whole length of the cutting, . . and the consequential very high risk of further similar slips occuring, at ANY time and without ANY warning. An urgent program of work to reduce or eliminate the massive destabilizing forces from the trees on the sides of the cutting by means of extensive lopping, or removal of all the largest/heaviest overhanging trees along the whole length of the cutting, MUST then commence as a matter of urgency, and without any delay whatsoever. Pleasure boaters who use, have used, or intend to use the North Oxford in the future should NOT be under any illusions. Years of joint BWB/C&RT neglect of essential tree maintenance, lopping, and growth/size control, has left Brinklow Cutting in a very dangerous state, . . along its entire length. With the high number of neglected and now very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal, and the permanently wet unstable ground they're all standing and growing in, . . it is potentially a very dangerous place to be, whether walking through or boating through, . . irrespective of how much recent rainfall there may or may not have been. If nothing is done about all the oversized, overhanging trees that haven't yet fallen across the cutting, but could do without warning at any time, they're just going to keep coming down, . . and bringing more sizeable, potentially very dangerous, landslips full of yet more honking great overgrown trees down with them.
The navigation should have been re-opened to boat traffic in the way described above, . . moving and clearing the absolute minimum of slip material and tree debris from only the navigation channel itself. Everything on the towpath should have been left temporarily undisturbed, . . left to settle and stabilise itself, to whatever extent it can, under the influence of gravity, and its own bulk/mass and natural tendency to inertia.
Priority MUST then be given over immediately to - as referred to above - lopping and/or felling, as necessary, all of those very much oversized, much too weighty, overhanging trees, along the length of the cutting on both sides of the canal. They are all standing and growing in permanently wet unstable ground, and any or all of them could start moving at any time, without warning, triggering more landslips when they do.C&RT is NOT going about this with the right way, or getting its priorities right. The primary objective, after re-opening the canal, with the absolute minimal width and depth of navigation channel passing through the slip site, should, and MUST, be the prevention of further landslips, . . NOT the cosmetic clearing and tidying up of this one, . . or re-opening the towpath, . . or dredging the canal in the cutting and the navigation channel back to its full width and depth. Three months farting about, . . at God knows what cost, . . canal still closed to navigation, and with nothing done about all the overhanging oversize trees that have been left and allowed to grow out of control, . . another landslip nearby probably imminent. Another prime example of C&RT's spectacular corporate dishonesty, megalomania, and overall bungling incompetence can be found via this link to another post in another TB topic/thread :- thunderboat.boards.net/post/397230/thread
|
|